Internal-combustion motor.



PATENTED FEB. 19, 1907.

J. V TRBEN. INTERNAL COMBUSTION MOTOR.

APPLICATION FILED SEPT. 1, 1905.

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In ventor No. 844,836. PATENTED FEB. 19, 1907. J. TREEN. INTERNAL COMBUSTION MOTOR.

APPLIGATION FILED SEPTA. 1905.

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$5 a w g A S a/ P2 I A [I Attest; 1/31 LI ilial:

No. 844,836. PATENTED FEB. 19, 1907. J. TREEN.

INTERNAL COMBUSTION MOTOR.

APPLICATION FILED SBPT.1,1906.

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Attest: Inventor: '5' M, by W #MlaZZ/W Atty No. 844,836. PATENTED FEB. l9, 1907. J. TREBN.

INTERNAL COMBUSTION MOTOR.

APPLICATION FILED EPT.1,1905.

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WITNESSES.- IIVVENTOR 7y, 4 Q W W M,

ATTORNEY N0. 844,836. PATENTED FEB. 19, 1907.

J. TREEN.

INTERNAL COMBUSTION MOTOR APPLICATION FILED SEPT. 1,1905.

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APPLIOATION FILED SEPT. 1,1905.

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' Inventor:

Attest:

PATENTED FEB. 19, 1907.

J. TRBBN. INTERNAL COMBUSTION MOTOR.

APPLICATION FILED SEPT. 1.1905

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No. 844,836. PATENTED FEB. 19, 1907.

J. TREBN. Y

INTERNAL COMBUSTION MOTOR. APPLICATION FILED SEPT. 1, 1905.

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Inventor:

UNITED STATES PATENT OFFIOE.

JEFFERSON TREEN, or NEW YORK, N. r, ASSIGNOR TO MANHATTAN HIGH POWERED MOTOR COMPANY, OF NEW YORK, N. Y., A CORPORATION OF NEW YORK.

INTERNAL-COMBUSTION MOTOR.

Specification of Letters Patent.

Patented Feb. 19,1907.

Application filed September lI 1905. Serial No. 276.71l).

' I 4 To all Mill/Q3771 rt may concern:

a resident of the borough of Manhattan, in

the city, county, and-State of New York, have invented certain new and useful Improvements in Internal-Combustion Motors, of which the following is a specification.

This invention relates to internal-combustion engines; and m improvements are directed to that type engine wherein the cylinder has two opposed pistons with an intermediate combustion-chamber.

. The objects attained by my novel con struction and arrangement are increased power for given cylinder capacity, absence of sideral friction between pistons and cylinder,

diminution of vibration 1'11 operation, and re' duction in space occupied.

In the drawings accompanying this application I have illustrated my invention as applied to a two-cylinder engine and also to a four-cylinder engine, it bein obvious that my improvements are also applicable to a single cylinderor to an engine composed of a larger number of cylinders.

higure' 1 is a front sectional elevation of a' two-cylind'er engine embodying my improvements. 1* ig. 1* is a like sectional view carried through the transmissionmeohanism. Fig. 2 is a side sectional elevation thereof. Fig. 2 is'a top plan view taken below'the top of the crank-case. Fig. .3 is a side elevation, partly in section. 1*ig. 4 is a front sectional view of a four-cylinderengine. side section thereof, and Fig. 6 isa sectional plan view taken below the top of the crank- Referring first to Figs. 1 to 3, inclusive the letters A B indicate, respectively, two vertical cylinders placed side by side, each containing pistons, as a a b 1), whose opposed surfaces maybe concaved. The pistons in each cylinder are adapted to approachand retreat from each other in their reciprocating action, and they are provided, respectively,

I with the piston-rods a a b b ,-which extend axially therefrom. Depending from the 'piston-rod a is a yoke C, consisting-of a trans vFig. 5 is a head E, from opposite sides of which depend vertical rods e e, the latter flanking the exterior sides of the cylinders A B. Said rods e e at their lower ends respectively connect with yokes F G, which latter consist of trans verse slideways that respectively carry the slide-blocks ff and g 9. Each of the slideblocks aforesaid has a shaft portion journaled therein, being indicated, respectively, by the referencecharacters c 0 d difij; and g 9 The several shaft portions interconnect by means of intermediate inclined arms-in manner to form two parallel crank-shafts each composed of a plurality of double-fulcrum cranks, said crank-shafts each' having opposite end gears, respectively, and theends' I15 K I L, respectively, of such shafts being journaled in a fixed bearing h i h i, respectively. I rom the end H power is taken offf In the formation of said crank-shafts the shaft portion f connects with'gear H and portionf with gear 1. Similarly, portion connects with gear K and portion 9 with gear L. An inclined'arm c 'connects the shaft portions f 0 the shaft portions f 0 being similarly connected by an inclined arm c Also the portion 9 is connected with an inclined arm, d, while a simi ar arm (1 connects'the portions 9 and d M indicates a fixed central bearing, inwhich is jOL rnaled a shaft portion m, the latter connectingby opposite inclinedarms m m with the portions 0 and d respectively, while N indicates another centrally disposed fixed bearing, in which is journaled a shaft portionn, the latter connecting by opposite inclined arms 12, n with the portions 0 (1 respectively., Hence the gears H and K and shaft portion m are jotrnaled in fixed alined bearings, while the shaft portions 0 d f and g rotate about the axis thus provided, through ortion d by ton-rods of b and rodse e and the horizontal reciprocation of the slide-blocks c (1. These instrumentalities being offset beneath the cyl-,

nders are balanced in their operation by the gears I L and shaft portion n.

. The shafts H K I. L may'respectively carry gear-wheels, as indicated at H I K L,

which may be of fibroid or other sound-deadening material ,Ithe teeth H I being in mesh and the teeth K L being in mesh to equalize the .powercommunicated to turn the and said wheels may have teeth, as H K -I L, I

crank-shafts from the piston-rods'a b and rods 6 6 through the .rotation of shaft por tions 0 (P, f, and y the latter being horizontally reciprocated by their slide-blocks in the slideways during the vertical reciprocation of the yokes.

The piston-rods a, b are expanded at their points of connection with the yokes C D, as also are the rods e e in their connection with the yokes F G, the purpose whereof is to distate the operation of the moving parts.

Pindicates the combustion-chamber, having the inlet-valve p and exhaust-valve p, and having a passage 12 communicating with a port p in the cylinder, located to introduce an exploding charge between the pistons a a of cylinder A, these parts being duplicated for cylinder B.

' A fly wheel, as R, is carried by theengineshaft H, or two of said fly-wheels may be employed, if desired.

In Figs. 4, 5, and 6 I have illustrated my improvements as applied to a four-cylinder engine, the characters S S S S respectively, indicating the four cylinders t l1ereof. Each of said cylinders is provided with two oppositely-acting pistons, as s s for cylinder S, s s for cylinder S and s s for cylinder S, the istons for cylinder S not appearing in the rawings. Piston s, the lower piston (not shown) in cylinder S, and pistons s and s have piston-rods s, s", s, and .9, respectively, each connecting with a yoke or horizontal slideway, as T T T T respectively. Similarly, piston s, the upper piston (not shown) in cylinder S, and. pistons s and s res ectively, have piston-rods s", a pistonro (not shown) for the upper piston in cylinder S, and the piston-rods 8 of which the rod 8" and the rod that is not shown connect with a cross head U and the rods 8 8 connect with a parallel cross-head U. The cross-head U has the opposite depending rods 11. 'u, flanking-the engine, and the crosshead U has the opposite depending rods u u tively, with yokes or slideways U U U U l The yokes are all arranged inparallelism, but alternate from opposite sides, so that while a central crank-shaft composed of crank portions V, connected b inclined arms '0, is journaled in slide-bloc s 12, that are mounted to slide in all the slideways or links, al-

Said rods u u a 1& connect, respec-.

ternate yokes, as U T T U similarly carry a corresponding flanking crank shaft composed of shaft portions W, connected by inclined arms w and journaled in slide-blocks w, and the alternate yokes U T T U likewise carry at the opposite side of the central crank-shaft a flanking crank-shaft composed of shaft portions .X, connected by inclined arms at and journaled in slide-blocks 00.

Each crank-shaft is provided with an intermediate shaft portion Y, that is journaled in a fixed bearing, as y, and said crank-shafts are also journaled in end bearings, as Y. The central crank-shaft carries the engineshaft, as Y also the fly-wheel, as Y It is obvious that two of said fly-wheels may be employed, if desired, to balance the engine at both sides, and it is also equally obvious that each of the crank shafts may be used to communicate power for driving purposes.

In order to balance or unify the movements of the several crank-shafts, I may pro vide each of them with a pair of intermeshing gear or friction wheels, as y 1 whose peripheral portions may be of fibroid or the like.

The operations of the pistons, is'ton-rods, yokes, and multifulcra crank-sha ts are identical with those-of the-corresponding parts in the two-cylinder engine previously described.

It will be observed, however, that in the fourcylinder engine the pqwer-transmitting crankshaftis located centrally beneath the engine instead of being offset therefrom, as with the two-cylinder engine. By extending the plan indicated with respect to. a twocylinder and four-cylinder engine it will be clear that the same principle can be applied :10 engines having a greater number of cyliners.

On account of the reciprocating move: ment in a true vertical line permitted the piston-rods through the mechanisms herein described the pistons may travel intheir cylinders at their highest possible speed without injury to the cylinder-walls. This is a feature' of very great importance, since, as is well known. in this art, high speed engines employing the usual swaying piston-roddevelop an amount of sideral friction which involves lubricant troubles and sometimes results disastrously to the cylinder. Hence efliciency and durability are well served by my. improvement, which thus constitutes an important step in advance in gas-engine.

practice.

Having now described my invention, I de- I clare that what I claim is 1. In .an internal-combustion engine, a number of vertical cylinders, two oplposed pistons adapted to reciprocate in eac cylinder, a number of crank-shafts each having plural cranks, a vertically-reciprocating piston-rod for each piston, and' a number of vertically- -movable yokes, deriving movement fromplural cranks, and vertical said piston-rods,-each yoke having two of the I shaft, a vertically-reciprocating piston-rod for. each piston, a number of vertically-movable yokes, derivin movement from said piston-rods, said yokes each having two of the plural cranks, and blocks slidable horizontally in said y'okes forming fulcra for said cranks. l

3. In an internal-combustion engine, a number of vertical cylinders, two opposed pistons adapted to reciprocate in each cylinder, a number of crank-shafts carrying intermeshed gear-wheels, each shaft having plural cranks, a ,vertically-reciprocating piston-rod for each piston, a number of vertically-movable yokes each having two of the plural cranks, means communicating movement to said yokes from said piston-rods, and blocks slidable horizontally in said'yokes forming fulcra for said crank-shafts. I

4. In an internal-combustion engine, a number of vertical cylinders, two opposed pistons adapted to reciprocate in each cylinder, a number of crank-shafts carrying intermeshed gear-wheels, each shaft having plural cranks, a fixed central bearing for eachshaft, a verticallyreciproeating piston-rod foreachpiston, a number of vertically-movable yokes each having two of the plural cranks, means communicating movement to said yokes from said piston-rods, and blocks slidable horizontally in said yokes forming fulcra for said cranks. 5. In an lnternal-combustion engine, a

number of vertical cylinders, two opposed pistons adapted to reciprocate in each cylinder, a number of crank-shafts each having plural cranks, a vertically-reciprocating piston-rod for each piston, a number of vertically-movable yokes each having two of the guideways for said yokes.

. 6. In an internal-combustidn engine, a

number of vertical cylinders, two opposed pistons adapted to reci rocate in each cylinder, a number of cran shafts each having plural cranks, a fixed central bearing for each shaft, a vertically-reciprocatihg piston-rod for each piston, a number of vertically-movable yokes each having two of the plural cranks, and vertical guideways for said yokes together with blocks slidable horizontally in said yokes and forming fulcra for said cranks.

7. In an internal-combustion engine, a number of vertical cylinders, two opposed pistons in each cylinder, a piston rod for each piston, a vertically-reciprocating yoke for each piston-rod, a cross-head for the upper piston-rods, vertically-reciprocating connections between said cross-heads and crank-shafts having lural cranks, slideblocks capable [of horizontal movement in said yokes and carrying said cranks, and opposite gear-wheels u on the crank-shaft; together with two flan ring shafts having plural cranks journaled in slide-blocks carried by said yokes and equalizing gear-wheels upon said flanking shafts meshed withthe gearwheels upon the crank-shaft.

8. In an internal-combustion engine, a number of vertical cylinders, two opposed pistons in each cylinder, a piston-rod for each piston, a cross-head for each pair of u per piston-rods, a crank-shaft having p ural cranks, a number of parallel yokes, some connecting with the lower piston-rods, vertically-reciprocatingponnections between said cross-heads and the other yokes, and gears upon saidcrank-shaft; together with two flanking shafts having equalizing gear-wheels JEFFERSON TREEN.

. \Vitnesses:

F. W. BARKER, JAMES P. IIANRAHAN;

okes, 

